Systems and methods for controlling a magnitude of a sonic boom

ABSTRACT

A method of controlling a magnitude of a sonic boom caused by off-design-condition operation of a supersonic aircraft at supersonic speeds includes, but is not limited to the step of operating the supersonic aircraft at supersonic speeds and at an off-design-condition. The supersonic aircraft has a pair of swept wings having a plurality of composite plies oriented at an angle such that an axis of greatest stiffness is non-parallel with respect to a rear spar of each wing of the pair of swept wings. The method further includes, but is not limited to the step of reducing wing twist caused by operation of the supersonic aircraft at supersonic speeds at the off-design condition with the composite plies. The method still further includes, but is not limited to, minimizing the magnitude of the sonic boom through reduction of wing twist.

CROSS-REFERENCE TO RELATED APPLICATIONS

This is a continuation of U.S. application Ser. No. 14/176,821, filed 10Feb. 2014, and entitled “Systems and Methods for Controlling a Magnitudeof a Sonic Boom,” which claims the benefit of U.S. Provisional PatentApplication No. 61/764,659 filed 14 Feb. 2013 and entitled “AeroelasticTailoring with Active Control for Sonic Boom Mitigation”, both of whichare incorporated herein by reference in their entirety.

TECHNICAL FIELD

The present invention generally relates to aviation and moreparticularly relates to systems and methods for controlling a magnitudeof a sonic boom caused by off-design-condition operation of a supersonicaircraft at supersonic speeds.

BACKGROUND

Supersonic aircraft are designed to operate at predetermined designconditions, such as a design-condition weight and a design-conditionspeed, to name just two. When the supersonic aircraft is operated at thedesign-conditions, the supersonic aircraft will have a correspondingshape (the “design shape”). The design shape will give rise to acorresponding volume and lift distributions along the supersonicaircraft. If the shape of the supersonic aircraft changes, so will thelift distribution.

The magnitude of the sonic boom (e.g., the perceived loudness at groundlevel caused by passage of the supersonic aircraft overhead atsupersonic speeds) generated by the supersonic aircraft correlatesstrongly with the volume and lift distributions. By extension, themagnitude of the sonic boom also correlates with the shape of thesupersonic aircraft. When designers calculate the magnitude of the sonicboom caused by the supersonic aircraft during supersonic flight, thesecalculations are based on the design shape.

During the flight of a supersonic aircraft, its shape will deviate fromthe design shape because its conditions will change. For instance, whenthe aircraft takes off, it may be carrying an amount of fuel that causesthe supersonic aircraft to exceed its design-condition weight. Duringthe flight, the supersonic aircraft may fly at supersonic speeds thatare both above and below the design-condition speed. During the flight,the supersonic aircraft will consume fuel such that by the end of theflight, the supersonic aircraft may weigh less than its design-conditionweight.

Exceeding the design-condition weight and/or design-condition speed cancause the wings of the supersonic aircraft to deflect upwards beyond adesign-condition orientation. Similarly, operating the supersonicaircraft below the design-condition weight and/or speed can cause thewings to deflect downward beyond the design-condition orientation.Furthermore, the wings on a supersonic aircraft are typically swept backto reduce drag. When a swept wing deflects up or down, it causes thewing to twist because of the wing's restrained condition at the fuselageand its unrestrained condition at the wing tip. Wing twist increases inmagnitude in the outboard direction and is most pronounced at the wingtip. As a swept wing deflects in an upward direction, the wing willtwist in a nose-down direction. As a swept wing deflects in a downwarddirection, the wing will twist in a nose-up direction.

Changes in the shape of the supersonic aircraft, and in particular,changes in the amount of twist that a wing experiences will cause thelift distribution on the supersonic aircraft to vary from the desiredlift distribution. This can negatively impact the magnitude of the sonicboom generated by the supersonic aircraft. It is desirable to controlthe magnitude of the sonic boom, and therefore it is desirable tocontrol changes in the shape and lift distribution of the supersonicaircraft during the supersonic portions of its flight.

Accordingly, it is desirable to provide systems that can counteract theforces that cause the wings to twist and that cause the liftdistribution along the supersonic aircraft to vary. In addition, it isdesirable to provide methods to counteract wing twist and variations inthe lift distribution. Furthermore, other desirable features andcharacteristics will become apparent from the subsequent summary anddetailed description and the appended claims, taken in conjunction withthe accompanying drawings and the foregoing technical field andbackground.

BRIEF SUMMARY

A method of controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft at supersonicspeeds is disclosed herein.

In a first non-limiting embodiment, the method includes, but is notlimited to the step of operating the supersonic aircraft at supersonicspeeds and at an off-design-condition. The supersonic aircraft has apair of swept wings that have a plurality of composite plies oriented atan angle such that an axis of greatest stiffness is non-parallel withrespect to a rear spar of each wing of the pair of swept wings. Themethod further includes, but is not limited to, reducing wing twistcaused by operation of the supersonic aircraft at supersonic speeds atthe off-design condition with the composite plies. The method stillfurther includes, but is not limited to, reducing the magnitude of thesonic boom through reduction of wing twist.

In another non-limiting embodiment, the method includes, but is notlimited to, applying a plurality of composite plies to a pair of sweptwings such that an axis of greatest stiffness is oriented at anon-parallel angle with respect to a rear spar of each wing of the pairof swept wings. The method further includes, but is not limited to,attaching the pair of swept wings to the supersonic aircraft. The methodstill further includes, but is not limited to, operating the supersonicaircraft at supersonic speeds and at an off-design-condition. The methodfurther includes, but is not limited to, reducing wing twist caused byoperation of the supersonic aircraft at supersonic speeds at theoff-design condition with the composite plies. The method still furtherincludes, but is not limited to, minimizing the magnitude of the sonicboom during off-design operation of the supersonic aircraft throughreduction of wing twist.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will hereinafter be described in conjunction withthe following drawing figures, wherein like numerals denote likeelements, and

FIG. 1 is a flow diagram illustrating a non-limiting embodiment of amethod for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft at supersonicspeeds;

FIG. 2 is a flow diagram illustrating another non-limiting embodiment ofa method for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft at supersonicspeeds;

FIG. 3 is a schematic view illustrating a non-limiting embodiment of asystem for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft at supersonicspeeds;

FIG. 4 is a schematic view illustrating another non-limiting embodimentof a system for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft at supersonicspeeds;

FIG. 5 is a schematic view illustrating the system of FIG. 4 operatingto reduce the magnitude of the sonic boom caused by an underdesign-weight condition and/or an over design-condition speed condition;

FIG. 6 is a schematic view illustrating the system of FIG. 4 operatingto reduce the magnitude of the sonic boom caused by an overdesign-weight condition and/or an under design speed condition;

FIG. 7 is a flow diagram illustrating another non-limiting embodiment ofa method for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft at supersonicspeeds;

FIG. 8 is a flow diagram illustrating another non-limiting embodiment ofa method for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft at supersonicspeeds;

FIGS. 9-10 are schematic views illustrating an arrangement of compositeplies on both a top side and an underside of a pair of wings configuredfor attachment to a supersonic aircraft;

FIG. 11 is a schematic view illustrating another non-limiting embodimentof a system for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft at supersonicspeeds;

FIGS. 12-13 are schematic side views illustrating the system of FIG. 11operating to reduce the magnitude of the sonic boom caused by acondition that causes a nose-down wing twist;

FIGS. 14-15 are schematic side views illustrating the system of FIG. 11operating to reduce the magnitude of the sonic boom caused by acondition that causes a nose-up wing twist; and

FIG. 16 is a flow diagram illustrating another non-limiting embodimentof a method for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft at supersonicspeeds.

DETAILED DESCRIPTION

The following detailed description is merely exemplary in nature and isnot intended to limit the invention or the application and uses of theinvention. Furthermore, there is no intention to be bound by any theorypresented in the preceding background or the following detaileddescription.

For simplicity and clarity of illustration, the drawing figures depictthe general structure and/or manner of construction of the variousembodiments. Descriptions and details of well-known features andtechniques may be omitted to avoid unnecessarily obscuring otherfeatures. Elements in the drawings figures are not necessarily drawn toscale: the dimensions of some features may be exaggerated relative toother elements to assist/improve understanding of the exampleembodiments.

Terms of enumeration such as “first,” “second,” “third,” and the likemay be used for distinguishing between similar elements and notnecessarily for describing a particular spatial or chronological order.These terms, so used, are interchangeable under appropriatecircumstances. The embodiments of the invention described herein are,for example, capable of use in sequences other than those illustrated orotherwise described herein.

The terms “comprise,” “include,” “have” and any variations thereof areused synonymously to denote non-exclusive inclusion. The term“exemplary” is used in the sense of “example,” rather than “ideal.”

Various methods and systems are taught herein to control the magnitudeof a sonic boom caused by off-design-condition operation of a supersonicaircraft at supersonic speeds. In one exemplary solution, methods andsystems are taught for moving fuel into and out of the wings of thesupersonic aircraft and for redistributing the fuel within the wings ofthe supersonic aircraft to counteract the forces causing the wing todeflect. In another exemplary solution, methods and systems are taughtfor moving the wings of the supersonic aircraft in a manner thatimproves the lift distribution on the supersonic aircraft when theconditions experienced by the supersonic aircraft cause the liftdistribution to deviate from a desired lift distribution. In anotherexemplary solution, methods are taught for using composite plies tocounteract the twisting that the wings of the supersonic aircraft willexperience during off-design-condition operation. In yet anotherexemplary solution, methods and systems are taught that utilize controlsurfaces on the wing to introduce a torsion that counteracts thetwisting caused by off-design-condition operation of the supersonicaircraft at supersonic speeds.

A greater understanding of the systems and methods described above maybe obtained through a review of the illustrations accompanying thisapplication together with a review of the detailed description thatfollows.

Fuel Management Solution

FIG. 1 is a flow diagram illustrating a non-limiting embodiment of amethod 20 for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft at supersonicspeeds. At step 22, a processor is used to monitor a weight of asupersonic aircraft. In some embodiments, the weight may be determinedby a combination of known initial conditions of the aircraft, such asthe unfueled weight of the supersonic aircraft, the weight of the cargoon board the supersonic aircraft, the weight of the passengers onboardthe supersonic aircraft, and the weight of the fuel loaded onto thesupersonic aircraft. Additional factors may also be considered.Throughout the flight of the supersonic aircraft, the engines willconsume the fuel and the weight of the supersonic aircraft willcorrespondingly change. The processor will monitor this changethroughout the supersonic portion of the flight.

At step 22, the processor will also monitor the distribution of fuelonboard the supersonic aircraft. The supersonic aircraft may have fueltanks mounted in the wings, in the wing box (the structure where theport wing and the starboard wing are conjoined), in the verticalstabilizer, in the fuselage, and elsewhere. The various fuel tanksonboard the supersonic aircraft will be fluidly coupled to one anothersuch that fuel in one tank may be moved to another tank using one ormore fuel pumps. Each fuel tank may have a sensor associated with itthat provides information to the processor indicative of the amount offuel in each corresponding fuel tank.

In some embodiments, the processor will utilize the information providedby the sensors to monitor the amount of fuel in each fuel tank, tomonitor the movement of fuel between fuel tanks, and to monitor thediminution in fuel in the various fuel tanks as the fuel is consumed. Insome embodiments, the processor will calculate the weight of thesupersonic aircraft based on the fuel distribution onboard thesupersonic aircraft. In other embodiments, any suitable method formonitoring the weight of the supersonic aircraft and the distribution offuel onboard the supersonic aircraft may be employed.

At step 24, the processor determines that there is a deviation of theweight of the supersonic aircraft from a design-condition weight. Asused herein, the term “design-condition-weight” refers to the weight ofthe supersonic aircraft that was used by designers when calculating thesonic boom that the supersonic aircraft would generate when flying at adesign-condition supersonic speed and altitude (e.g., cruise speed andaltitude). For example, at takeoff, the supersonic aircraft may be fullyloaded with fuel. Such fuel loading may cause the supersonic aircraft togreatly exceed the design-condition weight. The supersonic aircraft willremain above the design-condition weight until a sufficient amount offuel has been consumed and the supersonic aircraft reaches thedesign-condition weight. As the supersonic aircraft continues to consumefuel, its weight will fall below the design-condition weight. Towardsthe end of the flight, the supersonic aircraft may have consumed themajority of its fuel, causing it to weigh well below the designcondition weight. For all states other than where the supersonicaircraft is at its design-condition weight, the processor will determinethat there is a deviation of the weight of the supersonic aircraft fromthe design-condition weight.

When the supersonic aircraft is at a weight other than thedesign-condition weight, the wings of the supersonic aircraft willexperience deflection and twist. When the supersonic aircraft is abovethe design-condition weight, its wings will deflect up because of theadded lift needed to support the supersonic aircraft in its overweightstate. Such upward deflection will cause a nose-down twist of the wings,assuming the wings are swept back. When the supersonic aircraft weighsless than the design-condition weight, the wings will deflect downbecause there is less lift pulling in an upward direction on the wings.Such a downward deflection of the wings will cause a nose-up twist,assuming that the wings are swept back.

At step 26, the processor will be used to control a redistribution ofthe fuel onboard the supersonic aircraft to counteract the effects ofthe off-design condition. The redistribution of fuel onboard thesupersonic aircraft will adjust the amount of fuel stored within a fueltank mounted in a wing of the supersonic aircraft. If the supersonicaircraft is above its design-condition weight and the wings aredeflected up and twisted nose-down, the processor will redistributeadditional fuel to the fuel tank mounted in the wing from one or morefuel tanks located elsewhere onboard the supersonic aircraft to increasethe weight of the wing. Increasing the weight of the wing offsets theupward deflection which, in turn, untwists the wing in a nose-updirection. Conversely, if the supersonic aircraft is below itsdesign-condition weight and the wings are deflected down and twistednose-up, the processor will redistribute additional fuel from the tankmounted in the wing to one or more fuel tanks located elsewhere onboardthe supersonic aircraft to decrease the weight of the wing. Decreasingthe weight of the wing offsets the downward deflection and untwists thewing in a nose-down direction.

In some embodiments, the processor may control such redistribution bysending appropriate instructions to fuel pumps on board the supersonicaircraft. The amount of fuel that the processor redistributes to andfrom the fuel tanks mounted in the wing may correspond with themagnitude of the deviation of the weight of the supersonic aircraft fromthe design-condition weight.

At step 28, steps 22 through 26 are repeated throughout the supersonicportion of the flight. In other words, the processor will repeatedlymonitor the weight and fuel distribution onboard the supersonicaircraft. The processor will also repeatedly determine the existence andmagnitude of a deviation of the weight of the supersonic aircraft from adesign-condition weight. The processor will also repeatedly issuecommands to the fuel pumps or other devices onboard the supersonicaircraft to redistribute fuel to and/or from the fuel tank mounted inthe wing of the supersonic aircraft. Such repeated monitoring,determining, and controlling may occur periodically at predeterminedintervals or they may occur substantially continuously throughout thesupersonic portion of the flight, or they may occur repeatedly orsubstantially continuously throughout a portion of the supersonicportion of the flight, or at any other time as needed.

FIG. 2 is a flow diagram illustrating another non-limiting embodiment ofa method 30 for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft at supersonicspeeds. With continuing reference to FIG. 1, whereas method 20 relatedto redistributing fuel into and out of a wing of the supersonicaircraft, method 30 relates to redistributing fuel between multiple fueltanks located within the wing of the supersonic aircraft.

At step 32, a processor is used to monitor a weight of a supersonicaircraft. As set forth above, the weight may be determined by acombination of known initial conditions of the aircraft, such as theunfueled weight of the supersonic aircraft, the weight of the cargo onboard the supersonic aircraft, the weight of the passengers onboard thesupersonic aircraft, and the weight of the fuel loaded onto thesupersonic aircraft. Other factors may also be considered. Throughoutthe flight of the supersonic aircraft, the engines will consume the fueland the weight of the supersonic aircraft will correspondingly changethroughout the flight. The processor will monitor this change throughoutthe supersonic portion of the flight.

At step 32, the processor will also monitor the distribution of fuellocated within multiple fuel tanks disposed within a wing of thesupersonic aircraft. The multiple fuel tanks within the wing will befluidly coupled to one another such that fuel in one tank may be movedto another tank using one or more fuel pumps. Each fuel tank may have asensor associated with it that provides information to the processorindicative of the amount of fuel in each corresponding fuel tank.

In some embodiments, the processor will utilize the information providedby the sensors to monitor the amount of fuel in each fuel tank of thewing, to monitor the movement of fuel between fuel tanks in the wing,and to monitor the diminution in fuel in the various fuel tanks in thewing as the fuel is consumed. The processor may calculate the weight ofthe supersonic aircraft based on the fuel distribution within themultiple tanks in the wing as well as the fuel distribution within fueltanks located elsewhere onboard the supersonic aircraft.

At step 34, the processor determines that there is a deviation of theweight of the supersonic aircraft from a design-condition weight. Whenthe supersonic aircraft is at a weight other than the design-conditionweight, the wings of the supersonic aircraft will experience deflectionand twist. When the supersonic aircraft is above the design-conditionweight, its wings will deflect up because of the added lift needed tosupport the heavy supersonic aircraft. Such upward deflection will causea nose-down twisting of the wings (assuming that the wings are sweptback). When the supersonic aircraft weighs less than thedesign-condition weight, the wings will deflect down because there isless lift pulling up on the wings. Such a downward deflection of thewings will cause a nose-up twisting of the wing (assuming that the wingsare swept back).

At step 36, the processor will be used to control a redistribution ofthe fuel onboard the supersonic aircraft to counteract the effects ofthe off-design condition. The redistribution of fuel onboard thesupersonic aircraft will adjust the amount of fuel stored within themultiple fuel tanks mounted in the wing of the supersonic aircraft.

In some embodiments, if the supersonic aircraft is above itsdesign-condition weight and the wings are deflected up and twistednose-down, the processor will redistribute additional fuel to the fueltanks mounted in the wing from one or more fuel tanks located elsewhereonboard the supersonic aircraft to increase the overall weight of thewing. Increasing the weight of the wing will offset the upwarddeflection and will untwist the wing in a nose-up direction. Whencontrolling such redistribution, the processor may add fuel to each ofthe multiple wing-mounted fuel tanks equally. Alternatively, theprocessor may redistribute the fuel so as to add fuel to only one or toonly some of the wing-mounted fuel tanks. For example, the processor maycontrol the fuel pumps so as to add fuel to only an outboardwing-mounted fuel tank(s) without adding any to an inboard mounted fueltank(s).

In circumstances where the supersonic aircraft is lighter than thedesign-condition weight and the wings are deflected down and twistednose-up, the fuel may be redistributed from the multiple wing-mountedfuel tanks to fuel tanks disposed elsewhere in the supersonic aircraft.This will lighten the wings and, in turn, offset the downward deflectionand untwist the wings nose-down.

In other embodiments, if the supersonic aircraft is above itsdesign-condition weight and the wings are deflected up and twistednose-down, the processor will not add fuel to the wing-mounted fueltanks, but rather, will redistribute the fuel that is stored within themultiple fuel tanks by moving fuel from one or more inboard wing-mountedfuel tank(s) to one or more outboard wing-mounted fuel tank(s). Thisredistribution of fuel will have the effect of redistributing the weightwithin the wing so that additional weight is supported by a moreoutboard portion of the wing and less weight is supported by a moreinboard portion of the wing. This may be sufficient to offset the upwarddeflection and cause the wing to untwist in a nose-up direction.

Conversely, if the supersonic aircraft is below its design-conditionweight and the wings are deflected down and twisted nose-up, theprocessor will redistribute the fuel from an outboard fuel tank(s) to aninboard fuel tank(s). Such redistribution will have the effect ofredistributing the weight of the wing such that the outboard portion ofthe wing is lightened and the inboard portion of the wing will bear anincreased portion of the load. Redistributing the fuel in this mannermay be sufficient to offset the downward deflection of the wing andcause the wing to untwist in a nose-down direction.

The processor may control such redistribution by sending appropriateinstructions to fuel pumps associated with the wing-mounted fuel tanksand/or sending appropriate instructions to fuel pumps associated withfuel tanks located elsewhere onboard the supersonic aircraft. In someembodiments, the amount of fuel that the processor redistributes maycorrespond with the magnitude of the deviation of the weight of thesupersonic aircraft from the design-condition weight of the supersonicaircraft. For example, the greater the deviation of the weight of thesupersonic aircraft from its design-condition weight, the more fuel thatthe processor may move to address the resulting deflection and twist.

At step 38, steps 32 through 36 are repeated throughout the supersonicportion of the flight. In other words, the processor will repeatedlymonitor the weight and fuel distribution onboard the supersonic aircraftand within the fuel tanks mounted with the wing(s) of the supersonicaircraft. The processor will also repeatedly determine the existence andmagnitude of a deviation of the weight of the supersonic aircraft from adesign-condition weight. The processor will also repeatedly issuecommands to the fuel pumps or other devices onboard the supersonicaircraft to redistribute fuel to and/or from the fuel tank(s) mounted inthe wing of the supersonic aircraft. Such repeated monitoring,determining, and controlling may occur periodically at predeterminedintervals or they may occur substantially continuously throughout thesupersonic portion of the flight, or they may occur repeatedly orsubstantially continuously throughout a portion of the supersonicportion of the flight, or at any other time as needed.

FIG. 3 is a schematic view illustrating a non-limiting embodiment of asystem 40 for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft 42 at supersonicspeeds. System 40 includes fuel tanks 44, 46, 48, 50, 52, 54, and 56(collectively referred to herein as “the fuel tanks”). In theillustrated embodiment, the fuel tanks are located throughout supersonicaircraft 42. The fuel tanks are fluidly coupled with one another viapipes 58, 60, 62, 64, 66, and 68 (collectively referred to herein as“the pipes”). The pipes are configured to permit fuel to move back andforth between the fuel tanks.

System 40 further includes fuel pumps 70, 72, 74, 78, 80, and 82(collectively referred to as the fuel pumps”). Each fuel pump isassociated with a respective one of the pipes. The fuel pumps areconfigured to control the movement of fuel back and forth between thefuel tanks.

As illustrated, fuel tanks 50 and 52 are disposed in port wing 84 andfuel tanks 54 and 56 are disposed in starboard wing 86. Fuel tanks 52and 56 are disposed in outboard positions within their respective wingsand fuel tanks 50 and 54 are disposed in inboard positions within theirrespective wings. Although supersonic aircraft 42 includes two fueltanks mounted within each wing, it should be understood that in otherembodiments, a greater or lesser number of fuel tanks may be mountedwithin each wing without departing from the teachings of the presentdisclosure.

System 40 further includes fuel sensors 90, 92, 94, 96, 98, 100, and102. Each fuel sensor is associated with a respective one of the fueltanks and is configured to detect an amount of fuel present in eachtank.

System 40 further includes a processor 104. Processor 104 may be anytype of onboard computer, controller, micro-controller, circuitry,chipset, computer system, or microprocessor that is configured toperform algorithms, to execute software applications, to executesub-routines and/or to be loaded with and to execute any other type ofcomputer program. Processor 104 may comprise a single processor or aplurality of processors acting in concert. In some embodiments,processor 104 may be dedicated for use exclusively with system 40 whilein other embodiments processor 104 may be shared with other systemsonboard supersonic aircraft 42.

Processor 104 is communicatively coupled with the fuel sensors and isoperatively coupled with the fuel pumps via wires 106. It should beunderstood that in other embodiments, the coupling could alternativelybe accomplished be via fiber optics or via any suitable wirelesstechnology without departing from the teachings of the presentdisclosure. For ease of illustration, wires 106 have been illustrated asextending outside of supersonic aircraft 42. It should be understoodthat wires 106 would actually be contained internally within supersonicaircraft 42. Furthermore, while the communicative and operativecouplings between processor 104 and the fuel pumps and the fuel sensorshave been illustrated as being via physical wires, it should beunderstood that such couplings may be achieved through the use of anysuitable means of transmission including both wired and/or wirelessconnections. For example, wires such as wire 106 may be employed in someembodiments while in other embodiments, each component may be wirelesslyconnected to processor 104 via a Bluetooth connection, a Wi-Ficonnection or the like. In still other embodiments, the variouscomponents may be coupled by any suitable combination of wired andwireless means.

Being communicatively and/or operatively coupled provides a pathway forthe transmission of commands, instructions, interrogations and othersignals between processor 104 on the one hand and the fuel sensors andthe fuel pumps on the other hand. Through this communicative/operativecoupling, processor 104 may communicate with the fuel sensors and maycontrol the fuel pumps. Furthermore, the fuel sensors and the fuel pumpsare each configured to interface and engage with processor 104. Forexample, the fuel sensors are configured to provide informationconcerning the presence, the amount, and possibly other informationconcerning the fuel stored within its associated fuel tank. The fuelpumps are configured to receive instructions and commands from processor104 and to comply with such instructions/commands by moving fuel betweenthe fuel tanks.

Processor 104 is configured to interact with, coordinate and/ororchestrate the activities of each of the other components of system 40for the purpose of reducing the magnitude of the sonic boom generated bysupersonic aircraft 42 as it flies at supersonic speeds at off-designconditions. Processor 104 is configured to receive information from eachof the fuel sensors indicative of the amount of fuel stored in arespective fuel tank. When each fuel sensor has provided thisinformation, processor 104 can determine the current state of fueldistribution onboard supersonic aircraft 42. With this information,processor 104 can calculate the weight of supersonic aircraft 42. Insome embodiments, processor 104 will receive this information and makethese calculations periodically or continuously throughout thesupersonic portion of the flight of supersonic aircraft 42.

Once processor 104 has calculated the weight of supersonic aircraft 42,processor 104 can compare that weight with a design-condition weight.Processor 104 is configured to determine the existence of a deviation ofthe weight of supersonic aircraft from the design condition weight andmay further be configured to determine the magnitude of such deviation.When processor 104 determines the existence of such deviation, processor104 is configured to send commands to the fuel pumps to redistribute aportion of the fuel onboard supersonic aircraft 42 to change the amountof fuel in port wing 84 and starboard wing 86. In some embodiments,processor 104 may send such commands continuously or periodicallythroughout the supersonic portion of the flight.

Depending on the magnitude of the deviation and the distribution of thefuel around supersonic aircraft 42, processor 104 may move fuel fromtanks 44, 46, and/or 48 into fuel tanks 50, 52, 54, and 56 in order tolighten up or weigh down port wing 84 and starboard wing 86. In otherinstances, processor 104 may not move fuel from tanks 44, 46, and 48,but rather, will move fuel between fuel tanks 50 and 52 and between fueltanks 54 and 56 in order to make either the inboard or the outboardportions of port wing 84 and the inboard or the outboard portions ofstarboard wing 86 heavier or lighter, as needed.

In some embodiments, the amount of fuel that is redistributed willcorrespond with the extent of the deviation of the weight of supersonicaircraft 42 from its design-condition weight. The greater the deviation,the more fuel that may need to be moved. The extent of the deviation mayalso be taken into consideration by processor 104 when deciding whetherto move fuel from outside of the wings into the wings or whether tomerely move fuel between the different tanks mounted within each wing.In some instances, processor 104 may give commands that bothredistributed fuel to/from the wings and also move fuel between fueltanks mounted within the wings.

Movement of fuel in the manner detailed above by system 40 will help tocombat deflection of port wing 84 and starboard wing 86 and may beemployed to maintain port wing 84 and starboard wing 86 at a desiredorientation. This, in turn, may counteract the nose-up or nose-downtwisting that the wings may otherwise experience and avoid anundesirable redistribution of the lift along supersonic aircraft 42. Asa consequence, the magnitude of the sonic boom generated by supersonicaircraft 42 may be constrained within acceptable levels.

Variable Geometry Solution

FIG. 4 is a schematic view illustrating a non-limiting embodiment of asystem 120 for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft 122 atsupersonic speeds. System 120 includes a velocity sensor 124, a weightsensor 126, a pair of wings 128 configured for variable geometry, and aprocessor 130.

Velocity sensor 124 may comprise any suitable sensor capable ofmeasuring the velocity of supersonic aircraft 122 including, but notlimited to, aerodynamically compensated pitot-static tubes. Velocitysensor 124 is configured to sense the velocity of supersonic aircraft122 and to generate information indicative of the velocity and isconfigured to provide such information to processor 130.

Weight sensor 126 may comprise any suitable sensor capable of measuringthe weight of supersonic aircraft 122. In some examples, weight sensor126 may comprise a fuel sensor capable of measuring an amount of fuelonboard supersonic aircraft 122 (from which the weight of supersonicaircraft 122 may be determined). Weight sensor 126 is further configuredto generate information indicative of the weight of the supersonicaircraft 122 and to provide such information to processor 130.

Many of the surfaces of supersonic aircraft 122 generate lift, not onlywings 128. Each surface contributes to the overall lift supportingsupersonic aircraft, with some surfaces contributing greater amounts oflift and others contributing less. For example, wings 128 may contributethe largest amount of lift while a forward portion of the fuselage willcontribute substantially less lift. When all of the various surfaces ofsupersonic aircraft 122 are taken into consideration, a liftdistribution for supersonic aircraft 122 can be determined. Techniquesfor calculating a lift distribution along the surface of an aircraft iswell known in the art. Such calculations may be based on informationsuch as, but not limited to, the weight and the velocity (e.g. Machnumber, calibrated, and/or equivalent airspeed to name a few) of anaircraft. The impact of weight on an aircraft's lift distribution isknown. The heavier the aircraft is, the further forward its liftdistribution will be biased (e.g., due to nose down twist of the wingsrelative to the design point) and the lighter the aircraft is, thefurther back its lift distribution will be biased (e.g., due to nose uptwist of the wings relative to the design point). The impact of Mach andequivalent airspeed on an aircraft's lift distribution are known. Asubset of Mach number and equivalent airspeed combinations will bias thelift distribution forward due to nose down twist of the wings relativeto the design shape. The remainder of Mach number and equivalentairspeed combinations will bias the lift distribution aft due to nose uptwist of the wings relative to the design shape.

Pair of wings 128 are configured to move between a forward sweptposition illustrated in phantom lines designated with the letter “F” andan aft swept position illustrated in phantom lines designated with theletter “A”. Variable geometry wings are known in the art and providesupersonic aircraft 122 with various well known advantages, such as theability to generate greater amounts of lift during takeoff and landingwhen pair of wings 128 are disposed in the forward swept position andthe ability to generate lesser amounts of drag while flying at higherspeeds while pair of wings 128 are disposed in the aft swept position.Because wings 128 generate the largest amount of lift, changing theposition of wings 128 can impact the lift distribution along supersonicaircraft 122.

Movement of pair of wings 128 between their forward and aft sweptpositions are controlled by actuators 132 and 134. In other embodiments,any other mechanism suitable to move wings 128 between their forward andaft positions may be employed.

Velocity sensor 124 and weight sensor 126 and actuators 132 and 134 arecoupled with processor 130 via wires 136. Processor 130 iscommunicatively coupled with velocity sensor 124 and weight sensor 126and is operatively coupled with actuators 132 and 134 via wires 136.Processor 130 is configured to receive information from velocity sensor124 and weight sensor 126 indicative of the velocity and weight ofsupersonic aircraft 122, respectively. Processor 130 is furtherconfigured to use this information, as well as information received fromother sources and/or sensors, to calculate a lift distribution alongsupersonic aircraft 122. Processor 130 is further configured todetermine when the lift distribution along supersonic aircraft 122deviates from a desired lift distribution. Processor 130 may be furtherconfigured to determine the magnitude of such deviation.

With reference to FIG. 5, when processor 130 determines that the liftdistribution deviates from the desired distribution, processor 130 isconfigured to take corrective action. For example, if the weight orvelocity (or both) of supersonic aircraft 122 has caused the liftdistribution to shift towards the rear of supersonic aircraft 122,processor 130 is configured to send commands to actuators 132 and 134that will control wings 128 to move towards its forward position(illustrated in phantom lines). Forward movement of wings 128 will shiftthe lift distribution along supersonic aircraft 122 in the forwarddirection and will reduce the deviation between the desired liftdistribution and the calculated lift distribution. In some embodiments,the extent to which wings 128 are swept forward will correspond to theextent of the deviation of the lift distribution from the desired liftdistribution.

FIG. 6 illustrates the converse of what is shown in FIG. 5. In FIG. 6,processor 130 has determined, based on the information provided byvelocity sensor 124 and weight sensor 126, that the lift distributionhas shifted forward and now deviates from a desired lift distribution.To reduce this deviation, processor 130 sends commands to actuators 132and 134 that cause wings 128 to sweep in an aft direction (illustratedin phantom lines). Aft movement of wings 128 will shift the liftdistribution along supersonic aircraft 122 in the aft direction and willtherefore reduce the deviation. In some embodiments, the extent to whichwings 128 are swept aft will correspond to the extent of the deviationof the lift distribution from the desired lift distribution.

By taking corrective action and sweeping wings 128 in a direction thatreduces the deviation of the lift distribution from a desired liftdistribution, system 120 contributes to maintaining a desirable liftdistribution along supersonic aircraft 122. This, in turn, helps tomaintain the sonic boom generated by supersonic aircraft 122 at adesirable level. In some embodiments, system 120 may be configured toperiodically or continuously detect the weight and velocity ofsupersonic aircraft 122, calculate the lift distribution alongsupersonic aircraft 122, determine the existence of a deviation betweena desired and a current lift distribution, and sweep wings 128 in amanner that shifts the lift distribution to reduce or eliminate thedeviation. Such continuous monitoring and correction may continuethroughout the supersonic portion of the flight of supersonic aircraft122, throughout a portion of the supersonic portion of the flight, or asdesired.

With respect to FIG. 7, a non-limiting embodiment of a method 140 forcontrolling the magnitude of a sonic boom caused by off-design-conditionoperation of a supersonic aircraft at supersonic speeds is illustrated.

At step 142, a first condition of a supersonic aircraft is sensed. Insome embodiments, the first condition may be a weight of the supersonicaircraft. The weight of the supersonic aircraft may be sensed by sensingthe amount of fuel onboard the supersonic aircraft.

At step 144, a first information indicative of the first condition isreceived at a processor. For example, the processor may receive a signalfrom the fuel sensor containing information indicative of the amount offuel onboard the supersonic aircraft.

At step 148, a second condition of a supersonic aircraft is sensed. Insome embodiments, the second condition may be a velocity of thesupersonic aircraft. The velocity of the supersonic aircraft may bedetermined by sensing the stagnation pressure and the static pressure ofthe supersonic aircraft. This may be accomplished through the use ofaerodynamically corrected pitot-static tubes.

At step 150, a second information indicative of the second condition isreceived at a processor. For example, the processor may receive a signalfrom a stagnation pressure sensor or a static pressure sensor (or both)containing information indicative of the stagnation pressure and thestatic pressure of the supersonic aircraft.

At step 152, the processor calculates the lift distribution along thesupersonic aircraft based, at least in part, on the first informationand the second information. Information from other sources onboard thesupersonic aircraft may also be taken into account when making thiscalculation.

At step 154, the processor determines that there is a deviation betweenthe lift distribution calculated in step 152 and a desired liftdistribution (which may be a predetermined value accessible to theprocessor).

At step 156, the processor sends a command to variable geometry wings(e.g., wings configured to move both fore and aft) causing the variablegeometry wings to move in a direction that redistributes the lift in amanner that move closely conforms to the desired lift distribution. Forexample, if the lift distribution has shifted towards the rear of thesupersonic aircraft, the processor will control the wings in a mannerthat causes the wings to sweep in a forward direction. Sweeping thewings in a forward direction will shift the lift distribution forwardand will counteract the effects of the off-design-condition weight orvelocity. Conversely, if the lift distribution has shifted towards thefront of the supersonic aircraft, the processor will control the wingsin a manner that causes the wings to sweep in an aft direction. Sweepingthe wings in an aft direction will shift the lift distribution aft-wardand will counteract the effects of the off-design-condition weight orvelocity. In this manner, method 140 can be used to minimize anynegative impact on sonic boom caused by operation of the supersonicaircraft at off-design conditions. It should be understood that in someembodiments, method 140 may be performed by sensing only a singlecondition (e.g., weight or speed) of the supersonic aircraft rather thantwo conditions as discussed here.

Composite Layup Solution

FIG. 8 is a flow diagram illustrating another non-limiting embodiment ofa method 160 for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft at supersonicspeeds. Whereas the preceding two solutions (the fuel managementsolution and the variable geometry solution) had taken an activeapproach to mitigating the consequences of off-design-conditionoperation of a supersonic aircraft at supersonic speeds, the compositelayup solution discussed here offers a passive approach that helps toprevent some of the shape changing of the supersonic aircraft that leadsto an increase in the magnitude of the sonic boom.

At step 162, composite plies are applied to a pair of swept wings. As isknown in the art, the composite plies will have an axis of greateststiffness. This is the axis along which the composite material, once setup and cured, will offer the greatest resistance to bending forces. Whenapplied to conventional aircraft, the composite plies are oriented sothat the axis of greatest stiffness is parallel to the rear spar of thewing. In contrast to this conventional approach, at step 162, thecomposite plies are applied to the pair of swept wings so that they areoriented to have a non-parallel angle with respect to the rear spar ofeach wing.

This is illustrated in FIGS. 9 and 10. FIG. 9 shows a pair of sweptwings 164 from above such that an upper surface of swept wings 164 isvisible. FIG. 10 shows pair of swept wings 164 from below such that alower surface of swept wings 164 is visible. As illustrated in FIGS. 9and 10, pair of swept wings 164 includes a rear spar 166 and a rear spar168 running along a rear portion of each wing of pair of swept wings164. Exemplary composite plies 170 and 171 are illustrated, compositeply 170 being disposed on an upper surface of pair of swept wings 164and composite ply 171 being disposed on a lower surface of pair of sweptwings 164. Composite ply 170 has an axis 172 of greatest stiffnessillustrated in phantom lines and composite ply 171 has an axis 173 ofgreatest stiffness, also illustrated in phantom lines. Composite plies170 and 171 are arranged on both the upper surface and the lower surfaceof pair of swept wings 164 such that there is a non-parallel angle αbetween axes 172, 173 and rear spar 166. In some embodiments, angle αmay vary between plus and minus ninety degrees. In other embodiments,angle α may vary between ten and thirty degrees. In other embodiments,angle α may be approximately twenty degrees. Other angles and otherranges of angles may also be employed without departing from theteachings of the present disclosure.

When a composite ply's axis of greatest stiffness is aligned to beparallel with a wing's rear spar, that composite ply, when cured, willoffer its greatest resistance to the bending moment applied to the wingwhile the aircraft is in flight. When the axis of greatest stiffness isaligned to have a non-parallel angle with respect to the wing's rearspar, the composite material will offer an increased level of resistanceto twist as the wing deflects. In some examples, the composite pliesapplied to the surface of pair of swept wings 164 will enable pair ofswept wings 164 to substantially or entirely resist twisting as the pairof wings deflect.

Also illustrated in FIGS. 9 and 10 are composite plies 174 and 175. Asillustrated, in some embodiments, when composite plies are positioned onthe wings of an aircraft, their pattern of placement (e.g., theirorientation with respect to the rear spar) may continue onto the wingbox. In this embodiment, composite plies 174 and 175 have beenpositioned directly onto wing box 180. A line 182 has been illustratedwith phantom lines to depict a center point of wing box 180. The patternof placement of the composite plies illustrated with composite plies170, 171, 174, and 175 will continue along the wing until line 182 isreached. At that point, the orientation is reversed and the compositeplies will be placed on the other wing and the other half of wing box180 so as to have an angle α with respect to rear spar 168.

With continued reference to FIGS. 8-10, once a desired amount ofcomposite plies have been placed onto pair of swept wings 164, at step184, pair of swept wings 164 is attached to a supersonic aircraft. Thismay be accomplished in any suitable manner.

At step 186, the supersonic aircraft is operated at supersonic speedsand at off-design conditions. For example, the supersonic aircraft maybe above or below its design-condition weight or may be flown above orbelow its design-condition velocity, or any other design-condition maybe varied.

At step 188, the wing twist that would ordinarily occur as a result ofoperating the supersonic aircraft at supersonic speeds at off-designconditions is substantially eliminated through the resistance offered bythe composite plies.

At step 190, the magnitude of the sonic boom caused by operation of thesupersonic aircraft at supersonic speeds at off-design conditions isminimized. Such minimization occurs as a result of the substantialelimination of the wing twist.

Control Surface Manipulation

FIG. 11 is a schematic view illustrating another non-limiting embodimentof a system 200 for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft 202 atsupersonic speeds. System 200 includes a sensor 204 configured to detecta condition of supersonic aircraft 202. System 200 further includes acontrol surface 206 mounted to a wing 208. System 200 still furtherincludes a processor 210.

Sensor 204 may be configured to detect a weight of supersonic aircraft202, a velocity of supersonic aircraft 202, or any other condition thatmay cause a wing tip 212 of wing 208 to twist while supersonic aircraft202 is moving at supersonic speeds. Control surface 206 may be any wingmounted control surface that is capable of exerting a torsion force onwing 208. In some embodiments, control surface 206 may be mounted to aleading edge of wing 208, while in other embodiments, control surface206 may be mounted to a trailing edge of wing 208. In the illustratedembodiment, control surface 206 comprises a trailing edge mountedaileron. An actuator 214 is associated with control surface 206 and isconfigured to move control surface up and down in response toappropriate instructions.

Processor 210 is communicatively coupled with sensor 204 via wire 216and is operatively coupled with actuator 214 via wire 218. Processor 210is configured to receive information from sensor 204 indicative of thecondition sensed by sensor 204. For example, if sensor 204 is configuredto measure an amount of fuel disposed within the fuel tanks onboardsupersonic aircraft 202, the information that processor 210 receiveswould relate to the amount of fuel detected. From this informationprocessor 210 is able to calculate the weight of supersonic aircraft202. If sensor 204 is configured to detect the pressure acting onsupersonic aircraft 202, then the information that processor 210receives would relate to the pressure conditions encountered bysupersonic aircraft 202. From this information, processor 201 is able tocalculate the velocity of supersonic aircraft 202.

Based on the information provided by sensor 204, processor 210 is ableto determine the effect of the detected condition on wing 208.Specifically, depending upon the weight of supersonic aircraft 202, orthe velocity at which it is flying, or on various other conditions,processor 210 is able to determine whether wing tip 212 is twisted, inwhich direction wing tip 212 is twisted, and, in some embodiments, towhat extent wing tip 212 is twisted. Having determined that wing tip 212is twisted, processor 210 is configured to send commands to controlsurface 206 to move, either up or down, to exert a counter-acting torqueon wing 208 which will cause wing tip 212 to untwist.

FIGS. 12-15 illustrate how movement of control surface 206 can untwistwing tip 212.

In FIG. 12, a schematic side view of wing 208 is presented. A supersonicfree stream 220 is illustrated upstream of wing 208. With continuingreference to FIG. 11, supersonic aircraft 202 is experiencing acondition that has caused wing tip 212 to twist in a nose down directionas compared with its design-condition orientation (shown in phantomlines). Twisted in the manner illustrated, the lift distribution alongsupersonic aircraft 202 is shifted leading to an increase in themagnitude of the sonic boom generated by supersonic aircraft 202. Oncethe off-design condition is detected, corrective measures are taken.Processor 210 sends a command to actuator 214 to move control surface206 in the direction indicated by arrow 222.

With continuing reference to FIGS. 11-12, FIG. 13 shows the effect ofthe corrective measure implemented by processor 210. Control surface 206has rotated to a aft-edge-up position and in this position, controlsurface 206 is situated to interact with supersonic free stream 220 in amanner that causes control surface 206 to exert a torque 224 on wing208. Torque 224 twists wing 208 in a direction opposite to the directionof twist caused by operation of supersonic aircraft 202 at theoff-design condition. As a result, wing 208 is returned to a designorientation and the magnitude of the sonic boom generated by supersonicaircraft 202 is reduced.

FIGS. 14-15 illustrate correction of a nose-up twist. With continuingreference to FIGS. 11-13, in FIG. 14, supersonic aircraft 202 isexperiencing a condition that leads to a nose-up twist of wing tip 212.The design-condition orientation of wing tip 212 is illustrated inphantom lines. Once the condition that caused the twisting of wing tip212 has been detected, processor 210 sends commands to actuator 214 tomove control surface 206 in the direction indicated by arrow 226.

In FIG. 15, control surface 206 has moved to the illustrated aft-edgedown position. In this position, control surface 206 interacts withsupersonic free stream 220. This interaction exerts a torque 228 on wing208. Torque 228 twists wing 208 in a direction opposite to the directionof twist caused by operation of supersonic aircraft 202 at theoff-design condition. As a result, wing 208 is returned to a designorientation and the magnitude of sonic boom generated by supersonicaircraft 202 is reduced.

In some embodiments, sensor 204 will repeatedly monitor the condition ofsupersonic aircraft 202, and processor 210 will repeatedly receiveinformation from sensor 204, determine that wing tip 212 is twisted, andwill repeatedly send commands to move control surface 206 in a mannerthat causes wing 208 to twist in a counteracting manner. In otherembodiments, system 200 will continuously engage in this cycle ofdetection and correction throughout the supersonic portion of the flightof supersonic aircraft 202. In still other embodiments, system 200 willcontinuously engage in this cycle of detection and correction throughoutonly a portion the supersonic portion of the flight of supersonicaircraft 202.

FIG. 16 is a flow diagram illustrating another non-limiting embodimentof a method 230 for controlling a magnitude of a sonic boom caused byoff-design-condition operation of a supersonic aircraft at supersonicspeeds.

At step 232, a condition of the supersonic aircraft is sensed. This mayoccur through the use of an appropriate sensor. The condition willcorrespond to a state of

supersonic aircraft that cause its wing tips to twist in either anose-up or a nose-down direction. In some examples, the condition maycorrespond to an off-design-condition weight or an off-design-conditionvelocity of the supersonic aircraft. At step 234, a processor receivesinformation regarding the sensed condition of the supersonic aircraft.

At step 236, the processor determines that there is a deviation betweena twist of the wing tips and a design-condition orientation of the wingtips. This determination is made based, at least in part, on theinformation provided to the processor regarding the sensed condition.

At step 238, the processor issues commands that cause a wing-mountedcontrol surface to move in a direction that reduces the deviation. Forexample, the processor may command the wing-mounted control surface todeflect in a direction that will cause it to exert a torque on the wingthat has the effect of untwisting the wing to reduce or eliminate theundesired twist. For example, if the wing is twisted in a nose-downdirection, the processor may control the wing-mounted control surface ina manner that deflects it in an aft-end up direction and if the wing istwisted in a nose-up direction, the processor may control thewing-mounted control surface in a manner that deflects it in an aft-enddown direction. Such deflections will exert a counteracting torque onthe wing and will cause the wing to come back into alignment with itsdesired orientation.

At step 240, steps 232, 234, 236, and 238 are repeated throughout thesupersonic portion of the flight of the supersonic aircraft. In someembodiments, such repetition may occur continuously throughout thesupersonic portion of the flight. In other embodiments, such repetitionmay occur continuously throughout only a portion of the supersonicportion of the flight.

While at least one exemplary embodiment has been presented in theforegoing detailed description of the disclosure, it should beappreciated that a vast number of variations exist. It should also beappreciated that the exemplary embodiment or exemplary embodiments areonly examples, and are not intended to limit the scope, applicability,or configuration of the invention in any way. Rather, the foregoingdetailed description will provide those skilled in the art with aconvenient road map for implementing an exemplary embodiment of theinvention. It being understood that various changes may be made in thefunction and arrangement of elements described in an exemplaryembodiment without departing from the scope of the disclosure as setforth in the appended claims.

What is claimed is:
 1. A method of controlling a magnitude of a sonicboom caused by operation of a supersonic aircraft at supersonic speeds,the method comprising the steps of: operating the supersonic aircraft atsupersonic speeds, the supersonic aircraft having a lift generatingcomponent, the lift generating component having a plurality of compositeplies, all composite plies of the plurality of composite plies beingoriented at an angle such that an axis of greatest stiffness is orientedat an angle of ten to thirty degrees with respect to a rear spar of thelift generating component, and the lift generating component being freeof any composite ply having an axis of greatest stiffness oriented in amanner that is parallel to the rear spar of the lift generatingcomponent; reducing twist of the lift generating component caused byoperation of the supersonic aircraft at supersonic speeds with thecomposite plies; and minimizing the magnitude of the sonic boom throughreduction of twist of the lift generating component.
 2. The method ofclaim 1, wherein the operating step comprises operating the supersonicaircraft at supersonic speeds while the lift generating component has aplurality of composite plies disposed on both an upper surface and alower surface of the lift generating component.
 3. The method of claim1, wherein the lift generating component comprises a control surface. 4.The method of claim 1, wherein the rear spar comprises a rear spar of awing.
 5. The method of claim 1, wherein the operating step comprisesoperating the supersonic aircraft at supersonic speeds while compositeplies are oriented such that the axis of greatest stiffness is rotatedforward or aft of the rear spar of the lift generating component.
 6. Themethod of claim 1, wherein the operating step comprises operating thesupersonic aircraft at supersonic speeds while the lift generatingcomponent has a plurality of composite plies disposed on both an uppersurface and a lower surface of the lift generating component and whilethe axis of greatest stiffness of each of the composite plies isoriented such that the axis of greatest stiffness is rotated forward oraft of the rear spar of the lift generating component.
 7. The method ofclaim 6, wherein the operating step comprises operating the supersonicaircraft at supersonic speeds while the lift generating component has aplurality of composite plies disposed on both an upper surface and alower surface that are oriented such that the axis of greatest stiffnessis rotated between plus and minus ninety degrees forward or aft of therear spar of the lift generating component.
 8. A method of controlling amagnitude of a sonic boom caused by operation of a supersonic aircraftat supersonic speeds, the method comprising the steps of: applying aplurality of composite plies to a lift generating component such that anaxis of greatest stiffness of each ply of the plurality of compositeplies is oriented at an angle of ten to thirty degrees with respect to arear spar of the lift generating component; attaching the liftgenerating component to the supersonic aircraft; operating thesupersonic aircraft at supersonic speeds; reducing twist in the liftgenerating component caused by operation of the supersonic aircraft atsupersonic speeds with the composite plies; and minimizing the magnitudeof the sonic boom during operation of the supersonic aircraft atsupersonic speeds through reduction of twist of the lift generatingcomponent.
 9. The method of claim 8, wherein the applying step comprisesdisposing the composite plies on both an upper surface and a lowersurface of the lift generating component.
 10. The method of claim 8,wherein the lift generating surface comprises a control surface.
 11. Themethod of claim 8, wherein the rear spar comprises the rear spar of awing.
 12. The method of claim 8, wherein the applying step comprisesorienting the composite plies such that the axis of greatest stiffnessis rotated forward or aft of the rear spar of the lift generatingcomponent.
 13. A lift generating assembly for a supersonic aircraft, thelift generating assembly assembly comprising: a lift generatingcomponent including a surface and a rear spar; and a composite plydisposed on the surface of the lift generating component, the compositeply having an axis of greatest stiffness oriented at an angle of ten tothirty degrees with respect to the rear spar of the lift generatingcomponent, wherein the lift generating component is free of anycomposite ply having an axis of greatest stiffness oriented in a mannerthat is parallel to the rear spar of the lift generating component. 14.The lift generating assembly of claim 13, further comprising a pluralityof the composite plies, the plurality of composite plies having arespective plurality of axes of greatest stiffness, wherein theplurality of the composite plies are disposed on the surface of the liftgenerating component in a manner such that the respective axes ofgreatest stiffness are arranged in a non-parallel orientation withrespect to the rear spar of each lift generating component.
 15. The liftgenerating assembly of claim 13, wherein the surface of each liftgenerating component extends along at least one of an upper portion ofeach lift generating component and a lower portion of each liftgenerating component.